Internal-combustion engine



H. CAUNT. INTERNAL COMBUSTION ENGINE. APPLICATION FILED FEB. 24. 1919.

[ZZZ/2f Q x amwntoz Patented Jan. 20, 1920.

H. CAUNT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 24, I9I9.

Patented Jan. 20, 1920.

2 SHEETSSHEET 2.

nurrm) srarns PATENT oFrroE.

HUBERT CAUNT, OF EAST CALGARY, ALBERTA, CANADA.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, HUBERT CAUNT, a subject of the King of England, an d a resident of East Calgary, in the Province of- Alberta, in Canada, have invented new and useful Improvements in Internal Combustion En-' A further object of the invention is to provide in an engine of the character described having a plurality of cylinders a meanswhereby the scavenging of a given cylinder may be accomplished independently Other objects and advantages of the invention will be apparent during the course of the following description taken in con- 'nection with the accompanying drawings.

In the drawings, forming a part of this specification and in which like numerals are employed to designate like parts throughout the same, V

Figure 1 is a side elevation of a portion of an internal combustion engine embodying my invention,

Fig. 2 is a central vertical transverse sectional view of a cylinder, 1

Fig. 3 is a fragmental sectional view of a portion of a cylinder provided with a scav enging port.

Fig. 4 is a horizontal sectional view takenon line 4-4 of Fig. 2,

Fig. 5 is a diagrammatic View of a cam,

Fig. 6 is a diagrammatic view of a cam arranged at an angle of 90 with respect to that of Fig. 5,

Fig. 7 ma diagrammatic view of a cam arranged at an angle of 180 with respect to that of Fig. 5, and,

Fig. 8 is a diagrammatic view of a cam arranged at an angle of 270 with respect to that of Fig. 5. 4

In the drawings, wherein for the purpose of illustration is shown a preferred form of V Specification of Letters Patent. Patented J an, 20, 1920, Application filed February 24, 1919. Serial No. 278,886.

my invention, the numeral 10 indicates as a whole an internal combustion engine of the four cycle type having a plurality of' cylinders, three of which are shown and indicated by the numerals 11, 12 and Each of the cylinders is provided with a piston 14 having a connecting rod 15 which in turn is connected to a crank shaft 16 journaled within a crank case 17. lVithin the crank case 17 there is arranged a plurality of partitions 18, the partitions corresponding in number with the cylinder of the engine. The

,of anyone or all of the remaining cylinders.

crank shaft 16 as is apparent'is journaled within the partitions 18. A-suitable packing material may be employed in the conventional manner to form an air tight bearing within each of the partitions 18. Each of the cylinders is provided with an exhaust port-19 and an exhaust relief valve 20 which is operated in the convention manner by means of a cam 21 arranged upon a cam shaft 22 suitably driven by the crank shaft 16', the driv- -ing connection between the cam shaft 22 and the crank shaft 16 being of any suitable type. It might be well to state that each of the cylinders of the'e'ngine is provided with intake manifolds not shown, which intake manifolds may be of the conventional type employing suitable valve structures to control the passage of gas therethrough. Each of the cylinders of the engine is provided with a plurality of scavenging ducts 23 which communicate with the interior of the crank case '17 and terminate at their upper ends in scavenging ports 24, the ports opening into the cylinders immediately above the pistons 1 1 when they .are in their lowest possible position as clearly shown in Fig. 2.

Within the crank case 17 there is journaled a cam shaft 25 provided with cams 26, which cam shaft is geared to thecrank shaft 16 by suitable gearing not shown and possesses the same ratio as the cam shaft 22 with revalves are adapted to intermittently sever communication between a manifold 31 and the interior of the crank case 17. It will be noted when considering Fig. 1 that the manifold 31 extends the entire length of the crank shaft 17 and when. considering the hereinafter described operation of theen-. gine it will be apparent that the one Ina-nifold maybe utilized as a means for supplying atmospheric "pressure-to each of the' cylinders of the engine.

In use, the gas is drawn into a given cylinder thro ugh. the intake manifold, not shown, on the intake stroke of'the piston 14.. At the beginning of the intake stroke the cam 26 corresponding to a given cylinder is moved to unseat the valve thereby establishing communication between the manifold 31 and the crankcase 17 As a result of this communication the air Within the crank case ,is' forced outwardly through the manifold. The gas drawn into the cylinderon the intake stroke. is compressed on the compression stroke of the piston 14:. The

cam 26 continues to move during the com-' pression stroke and at the completion of the. compression stroke it will have been moved sufiiciently to prevent the-closing of valve 30 at the beginning of the working stroke. The air drawn into the crank case during the compression stroke is therefore -c0'mv pressed during the Working stroke of the piston since valve 30 is closed upon the completion of the compressionstroke of the piston and remains closed during theworking I stroke. The compressed 2111' within the crank case is injected into the cylinder through the ducts 23 and ports 24 simultaneously with the, completion of the working stroke ofthe piston, It is to be understood thatthe cam 26 ontinues to movedufing the working and exhauststrokesof the pistonbut is not'unseated to establish communication between the manifold 31 and the crank case 17 untll the exhaust stroke is completed, whereupon communicatlon 1sagain established between the crank case 17 and the manifold 31. As a result of the compressed air within the crank case being injec ted into the cylinder the spent gases at atmospheric pressure are lifted or ejected from the cylinder through the exhaust .port

19, thereby makinglpos'sible the obtaining of a maximum efiiciency from a given quantityof fuel employed. 1

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same,' and that various changes in the shape, size and arrangement of parts may be re sorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus .I claim as new and desire to secure and prodescribed my invention, 'what tect by LettersPatent of the United States I 1. In an ing a plurality of cylinders, each of said cyl inders being provided with a plurality of scavenging ducts communicating the crank case of the engine with the cylinders thereinternal combustion engine hav of, a manifold arrangedf-upon said crank case, said manifold being adapted to communicate with said crank case, a. plurality of intermittently actuated valves adapted to sever communication between said c'rank case and manifold, said valves corresponding in number to the number of the cylin ders of the engine, and means for retaining said valves open during the intake and compression .stro es of the pistonsto permit the entrance of air from said manifold to. the

'crank case, said means beingadapted to close said valves at the beginningof the working stroke whereby the air drawn into the crank case is compressed and injected into the cylinders of the engine through the scavenging ports at the completion of the worksevercommunication between said manifold and crank case, said valves corresponding in number to thenumber of cylinders of the engine, and means for intermittently operating said valves -whereby air may be drawn into the crank case upon the compressionstroke of the piston and compressed within the crank case upon the working stroke of the piston, and means for injecting the compressed air into the cylinders simultaneously with the completion of the working stroke of the pistons. 1

HUBERT CAUNT. 

